Automobile.



No. amm. Pafented`Apr. 2, 190|.

S. C. JUDB. Auomosna (No mow.) Mmmm med Aug' 9: 1900A 4 sheets-sheet l.

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AUTOMOBILE.

(Applicat'ion led Aug, 9, 1900.)

nu. 5mm. PatemedApr. 2,1901t (No Maw.) 4 sheets-sheet 2.

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No. 67|,2|4. Patented Apr. 2, |9ul.

- s. c. Juno. AuromnslLs. (Application filed Aug. 9, 1900,)

4 Sheets-Sheet 3.

(No Model.)

IIIHIIIIIIII lll No. `671,2!4. 'Patented Apr. 2, 190|.

s. c.l Junn.

AUTDMDBILE.

(Application led Aug. 9, 1900.)

(No Model.) 4 Shaets--$heet 4.

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Aras ATENT SILAS C. JUDD, OF NEW YORK, N. Y., ASSIGNOR TO FREDERICK A. CAMP,

OF SAME PLACE.

AUTOMOBILE.

SPEGIFIGATIN forming part of Letters Patent No. 671,214, dated April 2, 190i.. Application-tiled. August 9, 1900. serial No. 26,342. (No model.)

[o LZ/Z whom t may COW/067%: important in several respects, especially by Beit known that I, SILAS C. JUDD, a citizen insuring against water, under all conditions of the United States, residing in the borough of the weather and of the road. of Manhattan, in the city of New York and I have devised a brake with provisions for 55 5 State of New York, have invented a certain applying it to both of the motors at will. I new and usefullmprovementin Automobiles, operate it either electrically or by the power of which the following is a specification. of the attendant, or both. i

My improvement is intended more particu- My motor-vehicle adapted to accommodate larly for the lighter class; but it may be used two passengers is lighter and from its sev- 6o 1o with the parts properly proportioned for the eral peculiarities of construction runs easier heaviest kinds of automobile vehicles. than ordinary carriages of this class. I can I have devised a construction of frame traverse agiven distance with much less elec which gives unusual strength with little tromotive force or power of battery than isweightandhavesucceededinproducingthereordinarily required. I find it practicable to 65 15 bya form which is well adapted to serve with use shunt-wound motors with the advantage,

several different styles of vehicles. I will among others,ofrecuperating thestorage batdescribe the invention as carried out with teries, and thus accumulating power, in dethree wheels, a single wheel in the rear travscending inclines. ersing under ordinary conditions at the mid- My steering is effected by electricity and 7o 2o width of the road serving as means for adealso by hand. It is practicable to alternate quately supporting the rear of the structure from one mode of steering to the other ac- (which with this construction is the most cording as the road may be straight or subheavily weighted) under ordinary and exject to sharp turns. traordinary conditions and also as a means The accompanying drawings form a part of 75 25 for steering. l this specification and represent what I con- I operate by electricity, providing two corsider the best means of carrying out the inresponding electromotors and two drivingvention. wheels turning independently, each wheel Figure l is a perspective View of the framoperated by one of the motors. Each wheel ing. Fig. 2 is a corresponding View of the 8o 3o is mounted on a sleeve which extends within same with parts further added. Fig. 3 is a the carriage and is connected with the drivlongitudinal section of the entire machine ing-gear. None of the mechanism of the with certain parts in elevation. The section motor appears on the exterior of my vehicleis on a plane nearer the eye than the center body. y line. Fig. 4 is a transverse section on the 85 35 I arrange the parts so' that the principal line 4 4 in Fig. 3. The storage battery and weightthe storage batteries-shall be carwheels are in elevation. Figs. 5, and 7 are ried at the lowest practicable point. on a smaller scale. Fig. 5 is a side elevation. I provide the bottoms of the battery-spaces Fig. 'ci is a plan View, and Fig. 7 a rear end Y in the body with freely-turning rollers havelevation. Figs. 8, 9, and l0 represent cer- 9o 4o ing metal cores and soft-rubber surfaces. tain details onalarger scale. Fig. eisaplan These facilitate theintroduotion and removal view. Fig. 9 is a vertical section, and Fig. of the batteries from the rear and by their lO is a corresponding plan view. Fig. ll is elastic yielding contribute to support the bata transverse section through one of the elas teries with delicate resiliencein traveling over tic rollers. Fig. l2 is a plan view showing a 95 ,i5 irregularitiesin the road, and especially over modllication with four wheels. A portion of the continuous irregularities of some kinds the seat is broken away to show the rollers of stone pavement. which support the storage battery. These A fixed axle of proper strength extends are the same asin the principal form. Aporacross the vehicle and is formed upward tion of these rollers is broken away to show loo 5o along its mid-length. I carry the motors on the wire-gauze below.

the fixed axle at high points, which latter is Similar letters of reference indicate correspending parts in all the figures where they appear.

I will use the letter A to indicate the fixed axle, employing supernumerals when necessary to designate special parts thereof. The ends A carry sleeves B B, which are mou ntcd on roller-bearings and constitute the inner linings of the boxes of the bearing-wheels. These sleeves extend inward and are provided with large spur gear-wheels B', through which the motive power is received in traversing under ordinary conditions and through which moti ve power is communicated from the bearing-wheels inward to reinforce the batteries when a favorable inclination in the road is Sufficient to induce such action.

B2B2are the supporting and driving wheels. These being free from the ordinary encumbrance of gearing bolted thereon may have any required degree of elasticity and may be nearly slender as simple bearing-wheels. They may present the ordinary long-approved appearance of well-proportioned and nicelyfinished adjuncts to the carriage. I can employ broad concave rims with large pneumatic tires, as such are found to soften the concussion and are much approved on automobiles; but I prefer for carriages made in vstock solid rubber tires of less thickness.

I attach much importance to the construction of the body. I have devised a frame of nickel-steel, rolled in Carnegie shapes, channel, T, and angle steel. I take much care in fitting the parts very accurately and securing them with unusual firmness by hot rivets. Using the letter D for all the parts of this cross-barred frame and attaching supernumerals to designate certain portions when necessary, D is a central longitudinal bar of channel-steel. D2 D2 are side bars of T-section, extended farther forward and bent upward to constitute the framing of the dashboard. D3 D3 are cross-bars of channel-steel- D4 D4 are uprights, and D5 D5 are the upper cross-bars. D6 D0 are longitudinal top bars, one at each side. D7 is an upright at the mid-width of the back, and D8 D8 are uprights at the mid-length of the sides.

The main portion of the frame is nearly rectangular, having only the long-approved flare, increasing in width upward about one inch to the foot; but the Vlower portion is formed with an internal offset. D0 D9 are longitudinal bars of nickel-steel, which are applied immediately below the offset. The whole is strengthened by diagonal braces. D10 D10 indicate such `transverse diagonall braces at the front of the body, extending from near the upper angle at each side down to the inidwidth of the base. D11 D11 indicate two partially-corresponding diagonal braces at the rear, They extend each from a point near the upper angle at each side down at a less angle and unite with the central post D7 at a point sufficiently high to allow the storage batteries to be moved backward and forward under them as required in introducing and removing these important elements of the ap paratus.

The elastic rollers E are mounted in two series near the extreme base of the body. The axes E extend beyond the rubber portions E2 and are supported and allowed to turn freely in bearings formed in the central bar D' and in the side bars D0.

The storage-battery cells may be of any of the ordinary or suitable styles, packed in the ordinary manner in crates G, received in compartments D14 of rect-angular form. Fig. 2 shows the compartments extending forward of the position in which I usually terminate them. I allow sufficient space in rear of the axle to accommodate a crate of the proper length and provide crates of just sufficient length to fillthe rear portion of the space and fill up the space in front with a chock. (Not shown.) The weight of the batteries is thus all in rear of the axle A. 2 shows how the battery-compartment may be longer and may be extended forward under the arched axle. It may be extended still farther forward until the front reaches the diagonal brace D10, with the effect to transfer the center of gravity forward. It is preferable with the three-wheel construction to hold the center of gravity to the rear.

The rollers E turn freelyin their bearings. When it becomes necessary to remove a crate, the doors at the rear of the frame are opened and the crates are drawn rearward. On replacing the same battery or introducing another the crate is similarly thrust forward, the turning of the rollers making the motion easy. The doors involve no important novelty, and it may not be necessary to represent them. They maybe of any ordinary simple construction with means for securing. I attach importance to the thick rubber coating of the vrollers in providing additional elasticity for carrying the batteries without concussion. The rollers may be of small diameter, as shown. I prefer that there shall be a less number of rollers and of larger dialneter-about three inches in diameter-the main portion being of rubber.

The longitudinal T-section steels D2 D2 receive hard ash pieces D10, (see Fig. 4,) secured by boits and screws. (Not shown.) These wood pieces thus firmly held carry fastenings for the woodwork above. They may also form the necessary supports for an attachment. of the wood frame of many other styles of automobile-bodies, either for pleasure or for business, without any change whatever in the steel frame.

H H indicatethe motors. The two motors are counterparts each of the other, and a description of one will suffice for both. It may be of any good variety of the shunt-wound, iirmly fixed to the axle A. The rapidly-revolving shaftI carries a small pinion I/,which engages with the large gear-wheel B'. On the other end of the axis is a disk l2, which receives the action of the brake. The shafts IOO IIO

of the two motors are in line, and the two disks I2 are near together, but not in contact. (See Fig. 4.) A single brake-shoe J2, carried on a lever J', turning on a fixed axis J, (see Fig. 3,) is arranged tomatch on these disks, making contact with both.

K is a solenoid in which the electric current when applied pulls down the core K' in opposition to the gentle force of a helical spring K2. The brake-button K3 (see Figs. 3 and 8) is conveniently located at the right hand of the operator and on being depressed by the operator makes electric connection by the ordinary means (not shown) and excites the solenoid and applies the brake-shoe J2 electrically. On relaxing the pressure on the button K3 the lever J again rises by the action of the spring K2 and the brake-shoe is released. I provide additionally for operating the same brake J' by mechanical means. This is an advantage wh en for any reason the electrical braking should fail. It may be expedient in some cases to apply the brake by both means. J3 is an extension of the lever J', reaching forward and downward and out through a suflieient aperture in the front of the body,where it can be convenientlytouehed by the foot. I can thus operate mechanically alone, without ever touching the button, or

the button may be used alone, or both may be used simultaneously, if desired, in any emergency. The action ofthe brake is peculiarly efficient, because it contacts with the disks' I2, which are running very rapidly, so that a gentle pressure becomes very effective.

Additions L are secured by ordinary means on the exterior of the frame D to give a grace- Fig. 8.) Exterior to such arm on the right side are two controller-levers M and N.

The direction in which the current is applied to the motor, and consequently the direction in which the armature will revolve and the carriage will move, is controlled by the leverN. This is only capable of serving in two positions, forward and back. It is shown in Fig. 3 in the rearward position. This is the exceptional position for running backward. To induce the proper conditions for moving forward, ihe lever Nis set forward in close proximity to the lever M, but entirely clear of the path thereof, and the lever M is adj usted to whatever notch is required to give the desired speed. The lever M, which I term the speed-lever, (shown in the forward position,) being moved forward and backward, acting through ordinary devices asa controller, (notshown,) applies the current from the batteries with more or less force to the motors as required, according to the condition of the road or the speed desired. This determines the amount of electromotive force applied to the wheels. Other conditions being equal the speed of the carriage will depend on the adjustment of this lever. There may be notches (not shown) to aid the operator in recognizing by the sense of feeling the extent` to which he has shifted it forward or backward at any time. Such notches also aid in holding the lever in any one of three or other number of positions in which it may be left. I have in my experiments used four notches adjusted for giving, respectively, speeds of three miles, eight miles, and lifteen miles per hour. The fourth notch, thirty miles, will rarely be used, except for brief periods on extraordinary occasions.

The steering, as already brieliy stated, may be effected either by the battery-power or by the mechanical action of the operator. There are, in additi'on to the brake push-button K3, further push-buttons acting on stems extending, like the stem of the button K3, down through the arm-piece and connected to suitable wiring in the interior of the body. It will be understood that there are inthe interior of the carriage connections by insulated wires and all the ordinary switches and adjustments. The buttons P' and P2, side by side, immediately forward of K3, (see Fig. 8,) are for electric steering. Depressing the left button P induces the turning of the carriage to the left. Releasing the left button and depressing the rightV button P2 will induce a corresponding turning of the carriage to the right. The electrical steering is effected by applying the battery-power to the motors unequally, so that the motor on the side toward which the carriage is to turn shall be impelled with less force and will make slower revolutions than the other. For steering in this manner the rear wheel R should be free and arranged casterwise, so that it will tend to turn automatically and accommodate the turning of the carriage as ind ueed by the unequal motion of the driving-wheels.

The steering maybe effectedindependently of any inequality of the force of the motors by turning the rear wheel R. (See Fig. I have shown this rear wheel as smaller than the driving-wheels B2. It is mounted in a fork S, which is carried in ball-bearings or other easily-turning bearings in rigid rearward extensions or brackets C, firmly set on the central rear post I)T of the frame. This forkis equipped with a lateral arm S, from which extends forward a pivoted rod T capable of transmitting either tensional or thrusting strains successivelyor alternately in any required degree as the conditions of steering may demand.

The hand steering mechanism is simple. The forward end of the rod T is connected to an angular lever U, which is fulcrumed to a fixed bracket D17, set in the interior ofv the framing. The handle of this lever U extends forward and upward through a slot in the IOO IIO

seat between the two passengers and is normally held in the left hand of the operator. Two spiral springs U2, connecting from the angle of this lever U to points in the interior of the framing, with provisions for adjustment, (not shown,) give a tendency to this steering mechanism to stand always in the position for going straight ahead. I provide a notch in the side of the slot, which is adapted to receive the lever U and further contributes to hold it in the central position.

I can vary the curvature of the fork, so that the rear wheel R will serve as a caster and automatically turn to accommodate the steering when effected by variations in the electromotive force of the two motors, or I can make the fork just sufficiently curved to cause the prolonged line of the bearing of the fork where it bears in the brackets C to strike the ground at the same point where the wheel touches, in which case there will be no disposition of the wheel to turn, and the turning must be accommodated by the operation of the lever U or by other means of turning the fork and wheel. These points will be readily appreciated by a practical mechanic.

The proportion of the steering to be done by the unequal action of the motors on the one hand or by the turning of the steeringwheel on the other may be varied as experience shall dictate.

The forward push-button F serves to strike a gong. This may be effected either directly or through mechanism in any of the long-approved manners, as by closing and opening a circuit whereby the gong shall be struck electrically.

A portion of the top of the framing D is covered by a fixed panel D12. (See Fig. 3.) The space in the front of the top of the frame left uncovered performs the important function of guiding the seat in all directions horizontally and allowing it to move upward and downward subject to the action of springs. Referring to Fig. 2, in which the panel D12 is omitted to allow the construction of the framing to be more fully shown, the seat W is shown in the correct position, with its upper surface a little above the top of the body. The height of the top may be practically increased by padding, as by the ordinary carriage-cushions. W' W2 are brackets extending down from the lower face of the seat and transmitting the weight of the seat and of any load imposed thereon to elliptic springs rattling is avoided by lining the inner face of the body or coating the outer face of the seat, or both, with soft material D13. I prefer soft rubber about an eighth of an inch thick.

I use sheet-rubber as a lining for the battery compartments D11. These latter are rectangular and extend from the rear of the structure forward to a greater or less distance, and the battery-cells are correspondiugly modified in their dimensions according as the carriage is to be three-wheeled or fourwheeled.

Removable pieces which perfor'm important functions in this structure additional to their ornamental effect are what I term panels O, a pair on each side. They apply against corresponding apertures in each side of the carriage coinciding with the wheels B' and a little larger than each. To remove a wheel, the ordinary axle-nut, (not shown,) which keeps the sleeve B on the axle, being removed, the pair of adjacent panels O and the bottom piece D18 are also removed, and the sleeve B with the gear-wheel B and driving-wheel B2, rigidlyv and permanently attached, are drawn off bodily from the axle. The liberal aperture thus provided also gives access to the other parts, the motors, dac., within the body when required.

It will be noted that my construction affords a short wheel-base and the weight of the passengers is received very directly on the axle, the frame D only serving to support the seat in the several directions horizontally.

I propose to carry a volt-ammeter on the interior of the dashboard D1G and to carry lamps on the exteriors of the seat.

Y is a switch-lever arranged under the seat, where it can be easily reached in emergencies and operating on the connections inside through an ordinary make-and-break contact. (Not shown.) Its function is to turn off the current entirely from the motors whenever occasion shall warrant such step.

The lower sides of the rollers E are very nearly down to the plane of the bottoms of the cross-bars D3. There is nothing under the rollers' except a sim ple sheet of wire-cloth D15. This serves as a protection for the parts above against the entrance of rodents or other enemies.

I can introduce other gas-tight compartments and propose to do so, especially to inclose the controller which is adjacent to the fulcrum of the levers M and N. All the compartments are covered with rubber. They serve both as insulating means to reduce the liability of parts to come in contact which ought not to and also as means for retarding and under ordinary conditions absolutely forbidding the circulating of gases. The batteries are liable sometimes to give off gases which have a corrosive effect on the metals. My partitions, especially those constituting the battery-compartments D11, are so tight that I can, bysimply providing a plug to form IOC IIO

IIS

the connection, charge the batteriesin place. I prefer umlerordinary condi! ions to remove them to be charged outside and restore them again.

Modifications may be made without departing from the principle or sacrificing the advantages of the invention. Instead of having the axle so far forward, as shown, with provisions for having the batteries entirely in the rear thereof, as is required for the three wheel construction shown and described, I can arrange the axle farther backward in the framing D, or, perhaps, more correctly speaking, can mount the framing D farther forward upon the axle and provide the carriage with one steering-wheel, or, preferably, two steering-wheels in front instead of in rear. I prefer in such case to use two steering-wheels, swiveling not on a single center in the mid-width of the carriage, but on two centers, each well out toward the line of the wheel. I can even carry the two points on which the swiveling is effected quite out to the lines of the wheels. A good construction is shown in Fig. l2. The disposition of the carriage to t-urn on meeting an obstruction on one side or the other or on entering a portion of the road which offers more resistance on one side than on the other is lessened in proportionas the turning-centers for the steering-wheels are shifted outward from the center line. With either number of wheels and a corresponding arrangement about the weight I can increase the length of the structure and carry two seats or can adapt the body iooarry loads of any given form or bulk.

Figs. l and 2 show the several channelsteels D D3 DIl D5, bent and applied together,

with their fiat faces inward and their hollowed or `flanged faces outward. The framing may be so made and will serve well; but I prefer to oppositely condition them in this regard, having the flange side inward. In either arrangement I fill the spaces between the flanges of the channel-steel with sound wood firmly secured by screws.

I can obtain some of the advantages of the invention with any good form of series-wound motor.

I can mount the sleeves B on the properly rounded and polished ends of the axle A directly with lubricated surfaces or I can employ any efficient and durable antifriction devices, as roller-bearings or ball-bearings.

I claim as my inventionl. In an automobile, the bent axle A traversing the body and supporting the latter directly, in combination with the operating parts including a battery and motor, and operating-gear, the bends of the axle accommodating the batteries G G at a low level and supporting the motors H H directly at a high level, all substantially as herein specified.

`2. In an automobile, the bent axleA traversing the body and supporting the latter directly with battery-compartments DM, arranged at a low level, and one or more motors arranged at a high level, substantially as herein Ispecified.

3. In an automobile, the approximately rectangular cross-barred frame D of metal attached to the axle unyieldingly and inclosing and protecting the motors and all the machinery, in combination with the elastic rollers E adapted to serve the double function of supporting the batteries G yieldingly and of facilitar-ing the introduction and removal of the batte ries,all substantially as herein specified.

4. In an automobile, the approximately rectangular cross-barred frame D attached to the axle unyieldingly, and inclosing and protecting the motors and all the machinery, in combination with the supporting-springs V carrying thereon a seat W arranged to move freelyup and down guided in such frame and with lthe rubber D13 arranged to soften the action, all substantially as herein specified.

5. In an automobile, the bent axleA traversing the body and supporting the latter directly, in combination with sleeves B and wheels B B2 fixed thereon, adapted to serve substantially as herein specified.

6. In an automobile the bent axle A, traversing the body and supporting the latter directly, in combination with sleeves B and wheels B' B2 fixed thereon, and with two m0- tors H I-I adapted to turn together or independently, all arranged for joint operation substantially as herein specified.

7. In an automobile, the bent axle A, traversing the body and supporting the latter directly, in combination with sleeves B and IOO wheels B B2 fixed thereon, and with two shunt-wound motors, and with the rear wheel R and provisions for allowing the latter to perform the two functions of supporting and aiding to steer the carriage, substantially as herein specified.

8. In an automobile, the bent axle A, traversing the body and supporting the latter directly, in combination with sleeves B and wheels B' B2 fixed thereon, and with two motors H H, adapted to turn together or independently, two brake-disks I2 arranged adjacent side by side but independently, and with a single brake-shoe J2 and provisions for operating the latter at will, substantially as herein specified.

9. In an automobile, the bent axle A, traversing the body and supporting the latter directly, in combination'with sleeves B and Wheels B B2 fixed thereon, and with two motors H H, adapted to turn together or independently, two brake-disks I2 arranged ad jacent side by side but independently, and with a single brake-shoe ,I2 and provisions for operating such shoe either electrically or by hand or by bnoth means, all substantially as specified.

10. In an automobile the bent axle A, traversing the body and supporting the latter directly, in combination with sleeves B and wheels B' B2 fixed thereon, and with two mo- IIO IIS

tors H H, adapted to turn together or independently, two brake-disks I2 arranged adjaeent side by side but independently, and with a single brake-shoe J2, and with provisions for distributing the power of the batteries unequally and also provisions as the lever U for steering by hand, all arranged for joint operation, substantially as herein specified.

11. The motor-carriage or automobile described having an approximately rectangular body, With removable panels O, on eaoli side coinciding with the positions of the wheels, l 

